"So how do I land this?!" - a small tutorial on landing your aircraft

[Sternjaeger]

In the last 24 hours we've seen several videos of landing attempts, and there seem to be a couple of conceptual mistakes which are causing problems.

 

A couple of people here messaged me asking for advice, so I thought I'd put together a small and simple enough tutorial on how to land our aircraft which hopefully could be of use.

 

So how do we land them pesky aircraft?!

 

First of all, we need to familiarise ourselves with the landing circuit: a landing circuit is a conventional "traffic regulation" that is universally followed and ensures an ideal and ordered approach to land your aeroplane and to merge in airport traffic, below is a simple schematics with the most commonly used thermimonlogy. Each part of the pattern is identified by legs (downwind, final, base etc..)

 

 

In order to successfully enter your downwind leg, you need to fly on a line parallel to the runway itself (How far? imagine a line perpendicular to the runway and half its length, that should give you a good reference) with your landing gear and flaps down and at an altitude of circa 300mt (~1000ft).

 

In order to ensure a proper landing pattern, it is normally recommended to turn into your base leg at a distance which can be half the length of the runway, bringing your altitude down to 150/200mt (~5/600ft). 

 

It is crucial to keep your speed under control during these manoeuvres: "landing" means bringing your airspeed to a level where your wing does not generate enough lift to sustain flight, but it's important to do this in a controlled and gradual manner, in order to achieve a landing where the aircraft can be used again ;-)

 

The final leg is the most important one: the whole leg is meant to be a controlled descent ramp, and you need to aim your aircraft nose down at the beginning of the runway (or markers if there are any). Once again your airspeed is the key element here: you don't want to be too fast or you'll eat half of the runway trying to land, you don't wanna be too slow or you'll stall and lose control.

 

I have seen a lot of shallow ramps, and that's probably where the problem lies, especially when trying to land a taildragger: don't be afraid to do a steeper ramp, you can control your airspeed with your propeller (especially now that the flight model is more advanced) and your flaps and landing gear generate enough drag as it is, but you will have to practice and learn to manage your airspeed in your landing configuration, that's the key element to nail.

 

Once you reached the runway edge, it's time to do your flare

 

 

a flare is achieved by increasing your angle of attack as you're nearing the ground (by gently pulling your stick back). The aim of a flare is to increase your drag, in order to bleed out the excessive airspeed. Furthermore, the air that gets trapped between the ground and your wings will serve as a "cushion" which will ensure that last bit of aerodynamic efficiency before touching the ground (the so called "ground effect"). 

 

So in theory, by doing this you gently reduce your lift until you touch the ground (it is important to have your tailwheel locked at this stage, because the gyroscopic precession of your propeller and engine torque might tend to drag you in an unwanted direction, which you might not have enough authority to counteract). 

 

I said in theory because it's not a precise science, but you have to remember that as aerodynamic forces are reduced, so is your control authority. 

 

So, there is a certain element of "letting the aircraft do her thing" when you're landing, but the main trick is to think ahead ("what will happen if I do this now?!"), because the response to your controls will be less prompt, and ensure you followed the right path and procedures to safely put your plane on the ground.

 

I hope this helps a bit the less experienced friends here, if you have any questions feel free to ask 

Edited November 20, 2013 by Sternjaeger

[Mewt]

Lovely.

[Sim]

Sounds complicated   I still prefer his way:

 

http://youtu.be/VPGSzLhCKlc

[72sq_Savinio]

Sounds complicated   I still prefer his way:

 

http://youtu.be/VPGSzLhCKlc

     

[OBT-Psycho]

that is some crazy descent and landing. I know I've been pulling this kind of approach a lot of time in sims, but still...it was sims. If you fail, click on "refly"...

 

this is just awesome to see this IRL

[Sternjaeger]

Yeah, those are the pilots that make it to the accident statistics..

[II/JG17_HerrMurf]

Copied this from an earlier post I did. I like longer approaches until I am comfortable, then I move toward "pure" circuits.

 

Landing Update:

I'm setting up at 35% throttle, 200-210kph, 500m AGL and about 5.7k from the Lapino field. I'm using the lake to the SSE of the field for a turn marker. I like long set ups when I can get 'em.

 

Full flaps, and gear down (dirty) with a small amount of snow between the bottom of the reticle and the edge of the airstrip (You can use the last tic on the reticle to mark the near edge of the strip).

 

Flare: Bring the nose up slightly, just above the end of the strip, (not a huge flare/kinda flat) approximately 150-200m before the near edge of the strip and use the throttle, only 3-5% +/-, to control your sink. I'm touching down with two very gentle bumps at about 175kph now. Nose high but on two wheels. Tail wheel comes down about two seconds later.

 

The key to good landings in real life is a good set up as you turn final and a good flare. If you are swimming around on final, your touchdown will cause "seat sucking sounds" as you cross the fence.

 

Remember to GUMPS-P after turning final, Gas, Undercarriage, Mixture, Power, Seatbelts (OK, not this one) - Prop Pitch.

 

Also:

Based on distance and altitude I'M probably at your 300m as I enter the proper circuit/final leg from where I set up.  I'll check later. I turn final further out so I don't feel rushed on my prep/set up. Probably good for those having trouble until they become more proficient.

Edited November 20, 2013 by HerrMurf

[LukeFF]

Sternjaeger, your advice here has helped me out a whole lot. I've been practicing my landings since reading this thread, and they have improved a lot. Thanks!

[TheBlackPenguin]

Same here, although, not sure if this makes sense, but i was also over thinking it and ended up crashing a lot. Now landing safely even with the crosswind and stayed on the runway.

[Fifi]

Sounds complicated   I still prefer his way:

 

http://youtu.be/VPGSzLhCKlc

 

Lapino track is a bit short...

[=69.GIAP=MALYSH]

nice post Stern. Great to see the real landing technique being more and more of a requirement :D 

[III/JG11_Tiger]

Sounds complicated   I still prefer his way:

 

http://youtu.be/VPGSzLhCKlc

Nice landing I found myself wondering why my track IR wasn't working

[Sternjaeger]

I'm glad it's helping guys! And Quax is right, make sure your flare is gradual, once again that's why your airspeed is important: if you're too fast the aircraft will just try to climb!

[LLv34_Flanker]

S!

 

 Good tips Stern Just waiting to get the trim working, so much easier to set up a landing with trim than now fighting the non-trimmed attitude of the plane.

[Quax]

A short pattern followed by a three point landing. But I recommend doing a normal pattern first 

 

 

 

 

http://www.youtube.com/watch?v=50Nz3wj7pQc&feature=youtu.be

 

 

PS: How can i embed the video ?  I dont find the video button.

Edited November 21, 2013 by Quax

[Sternjaeger]

Great stuff Quax, that's the touch of a maestro 

[Sternjaeger]

we all do at first, it's about practice mate :-)

I once took a friend up for a spin in a CAP 10, he asked for the "whole treatment", and after 5 minutes he was sick. When we landed he said "I can't believe how long I hoped to go for a flight, and when I finally do I just can't wait to land!", but after 5 mins he said "when can we go again?!" 

[Rigsby]

Sounds complicated   I still prefer his way:

 

http://youtu.be/VPGSzLhCKlc

 

Has this bloke got a death wish or something? 

[reddog=11blueleader*]

Has this bloke got a death wish or something? 

Wonder if he is still alive today?????

[SR-F_Winger]

Yeah, those are the pilots that make it to the accident statistics..

Agree. This is not cool but only stupid. Landings like that BELONG to flightsims, not to the real world.

 

Winger 

[Volkoff]

I really needed this advice! Thanks a whole bunch!  MJ

[germanicusgermanicus1936]

HerrMurf..many thanks for advice, found the lake took my time, two successful landings..confession first one I killed the engine short of the snow and in both the ground loop kept me on concrete!! But no aircraft parts left behind! Thanks to requiem for instrument panel picture with labels..used for flaps gauge and landing gear light. Able to sense ground cushion effect too. This is a start and I read every ones threads, print out useful info, and watch the vids. I am at that age when I must stop and think if I had breakfast. Reminds me of the old joke..The "Showgirl" says to the archbishop.."Not to worry, ducky, it's EASY when ya knows "ow !". Cheers!

[II/JG17_HerrMurf]

Good on you. I think Sternjaeger's post was very necessary. I just wanted to illustrate some of the techniques and airspeeds for new or recently re-activated pilots.

 

I understand the technique to avoid the ground looping is to feed in a little throttle, before it happens, to get more air over the rudder while still applying the brakes and opposite rudder. I'm not a tail dragger pilot and don't seem to have it happen much, even in this sim, but it might be a technique for you and I'll give it a try. Stern, can you confirm?

[Sternjaeger]

yep, that's correct, again ideally you should have your tailwheel locked, but it's a combination of rudder and aileron work. Another thing to remember is to close your flaps as soon as possible, to reduce any possible surprises (i.e. a wing gust that might lift one wing only).

 

There's one thing to bear in mind though: you can try and prevent a ground loop by detecting the early signs, but once you're in it there's not much you can do..

Edited November 21, 2013 by Sternjaeger

[NonWonderDog]

First of all, we need to familiarise ourselves with the landing circuit: a landing circuit is a conventional "traffic regulation" that is universally followed and ensures an ideal and ordered approach to land your aeroplane and to merge in airport traffic

"Universally followed" is a bit strong. In fact, it's more often than not NOT the approach used at military airfields. At a front-line airfield especially you want to minimize the time spent low and slow.

 

For VFR conditions, you'll eventually want to learn to do an "overhead break." Essentially you fly over the airfield along the runway heading, make a 180 degree break turn at midfield (descending to ~250 m starting mid-turn), put the gear down, and make another 180 degree descending turn down to the runway about 400 m after the runway threshold. You should be on the ground shortly after the final turn, almost exactly like in that "crazy landing" video.

 

Here's an example from the dual-control "Crazy Horse" Mustang. Landing starts at 5:30:

 

And here's a 360 break in a T-6. When coming in to land in formation, the lead plane lands like this and each plane behind him breaks to land at 5 second intervals:

 

[Sternjaeger]

I'm afraid you're missing the point here? Mine was a tutorial explaining the standard, universally recognised and widely used approach, which is especially good to familiarise yourself with the behaviour of your aircraft and gives some good flying discipline, but of course you can land however you wish to, as long as the ATC lets you do it. The guys at Crazy Horse don't need to do that, they need to save gas and time..

Edited November 22, 2013 by Sternjaeger

[DD_Arthur]

Nice one Stern.  This has helped a great deal.

[II./JG27_Rich]

The best way for me is leave the flaps up and kind of fly it in on landing otherwise I tend to land it like a 109 and that's bad bad bad.

[Sternjaeger]

you mean you come down low and fast? 

[germanicusgermanicus1936]

Stern jäger .. I may have missed important point.. When preparing to land I pull back on prop lever to slow ac? I have been doing so as seems correct but I have never actually flown real AC. I adjust during cruising as well. I really like cod bf 110.

[II./JG27_Rich]

you mean you come down low and fast? 

http://www.youtube.com/watch?v=XopIIVRx6EU&feature=c4-overview&list=UUvwBiY3bhcOmHuZAF2J2fQA

 

 

Yes...not too fast though. You can see the speed on the hud. When I use the flaps I always bounce it to death. If I had a stick that I was better suited to it would probably help.

Edited November 22, 2013 by II./JG27_Rich

[Sternjaeger]

Germanicus, a fine propeller pitch will surely contribute to slow you down, and in case of a go-around it would be ready to generate the necessary thrust. 

 

Think of your propeller pitch as your car gears: if you come downhill on idle in 1st gear it will surely be slower than doing the same in 5th.

 

Then again you might find yourself in a situation where you need to glide to the runway (because of engine damage or you ran out of fuel), in that case you want to make sure that your propeller is not causing any unnecessary drag, so it's advisable to select the coarser pitch or feather it if possible.

Edited November 22, 2013 by Sternjaeger

[Sternjaeger]

Rich, you're hanging by the propeller there mate, it's good if you're planning on making a short landing, but you're making your life much harder in that way. Have you tried following the directions I gave on the first post? 

[Ranger]

Copied this from an earlier post I did. I like longer approaches until I am comfortable, then I move toward "pure" circuits.

 

Landing Update:

I'm setting up at 35% throttle, 200-210kph, 500m AGL and about 5.7k from the Lapino field. I'm using the lake to the SSE of the field for a turn marker. I like long set ups when I can get 'em.

 

Full flaps, and gear down (dirty) with a small amount of snow between the bottom of the reticle and the edge of the airstrip (You can use the last tic on the reticle to mark the near edge of the strip).

 

Flare: Bring the nose up slightly, just above the end of the strip, (not a huge flare/kinda flat) approximately 150-200m before the near edge of the strip and use the throttle, only 3-5% +/-, to control your sink. I'm touching down with two very gentle bumps at about 175kph now. Nose high but on two wheels. Tail wheel comes down about two seconds later.

 

The key to good landings in real life is a good set up as you turn final and a good flare. If you are swimming around on final, your touchdown will cause "seat sucking sounds" as you cross the fence.

 

Remember to GUMPS-P after turning final, Gas, Undercarriage, Mixture, Power, Seatbelts (OK, not this one) - Prop Pitch.

 

Also:

Based on distance and altitude I'M probably at your 300m as I enter the proper circuit/final leg from where I set up.  I'll check later. I turn final further out so I don't feel rushed on my prep/set up. Probably good for those having trouble until they become more proficient.

 GUMPS=Gas(selector on fullest tank), Undercarage(gear down[and locked]), Mixture(full), Prop(s)(full forward), Switches(boost pump, and Landing lights on). At least that's what I learned in the US...maybe different where you learned.

Edited November 22, 2013 by Ranger

[Sternjaeger]

I quote what Quax said :-)

[=69.GIAP=YSTREB]

Has this bloke got a death wish or something? 

 

this is how i try to land in il2

[Furio]

Here we are talking on learning. Better leave out tactical consideration and showmanship. I’m sick to see stupid behaviour shown as pilot’s ability.

 

While learning, it’s helpful to follow a repeatable pattern. If you don’t like the standard pattern, choose another one, as long as you follow consistently it. Otherwise, how can you see mistakes and correct them?

The pattern suggested by Stern, other than being the standard civilian one, offers a reasonable compromise between having enough time and remaining constantly within good sight of the runway (and gliding distance). It can ben elongated to give you more time, but in my opinion it’s better to not overstretch it.

 

One thing I learned well (my rl instructor was an ex military pilot and insisted a lot on this) is to be always prepared to go around. If you are out of the correct numbers, position and path, don’t waste time: go around! Next time it’ll be better.

[andyw248]

It can ben elongated to give you more time, but in my opinion it’s better to not overstretch it.

 

Agreed. Overstretched base and final legs lead to applying too much power and very flat approaches, with the cowl blocking the pilot's view at the runway. The LaGG has quite effective flaps; once they are out it is quite easy to fly a relatively steep approach, adjusting the rate of descent with small throttle changes, while keeping the airspeed fixed at ~200km/h. This gives a nice view at the approach end of the runway and leads to a spot landing without overrunning the far end of the runway.

[Crump]

 

You should be on the ground shortly after the final turn, almost exactly like in that "crazy landing" video.

 

 

Yes, huge difference when you are flying a working airplane.  You get paid to fly both safely AND efficiently.  Efficiency is where you earn your money and safety is what keeps your job.

[Crump]

The pattern Oskar Bösch told me was the most common used at Luftwaffe airfields late in the war was full power Vmax at tree top height on downwind to check out the field, curved approach from downwind to final (gear down before landing checklist), at the fence Vref and land.

 

When he started the turn, he would slip all the way in to keep the touchdown zone in sight. That is a common technique with conventional gear.